Electric railway



(No Model.)

B. M. HUNTER. ELEGTRIU RAILWAY.

No. 605,824. ented. June 14,1898.

jraunc? FIG.5

from fra/ky NlTED STATES PATENT "triers.

RUDOLPH M. HUNTER, OF PHILADELPHIA, PENNSYLVANIA.

ELECTRIC RAILWAY.

SPECIFICATION forming part Of Letters Patent No. 605,824, dated June 14,1898.

Application filed Deeemherl'i, 1897. Serial No. 661,791. (No model.)

To on whom it may concern:

Be it known that I, RUDOLPH M. HUNTER, of the city and county ofPhiladelphia and State of Pennsylvania, have invented an Improvement inElectric Railways, of which the following is a specification.

My invention has reference to electric railways; and it consists ofcertain improvements, which are fully set forth in the followingspecification, and are shown in the accompanying drawings, which form apart thereof.

This application (Case No. 299) has special reference to methods andmeans for controlling the speed of an electric train of cars asdistinguished from the control of an individual car.

Heretofore it has been customary to control a car by the employment oftwo or more motors on the car, combined with hand-operated devices forthrowing the motors into series or parallel to vary the counterelectromotive force and internal resistance-such, for example,as setoutin Letters Patent No. 885,055, of 1888, granted to me. Theseries-multiple controller as developed for practical use employs, inaddition to the broad idea of seriesmultiple control, the interposingand removing of resistance with each change in the series or multipleconnection to give a larger range of regulation. Forindividual cars thissystem has proven a great success; but when applied to trains formed ofa series of cars coupled together it is practically useless unlesssuitable devices are combined with the series-multiple controllers oneach car for causing all of the motors on the several cars to begoverned in unison. The object of the particular invention herein setout is to en able this simultaneous operation of the series-multiple-eontrol devices of all of the cars of a train from asingle point-that is, from the front of the train.

My invention isnot confined to use in connection with theseries-multiple controller, as it may also be used in connection withany type of oontrollersuch, for example, as the old and well-knownresistance or rheostat; but I prefer for economic reasons to employ thesystem of counterelectrolnotive-force regulation, and will thereforedescribe my invention as specially applicable to such system.

My invention compreheuds, furthermore,

the employment of the same mechanism for controlling the motive power topropel the train and for applying a resistance for the purpose ofbraking the train, the latter being preferably applied both by theelectric motors and by the usual air-brake, as will more fully appearfrom the description of the drawlngs.

In carrying out my invention I provide each of the cars with two or moremotors and any suitable controlling-switch for regulating their speedand power. The train or the individual cars thereof are provided withsuit* able means for supplying current to the motors. Each of the carsis also preferably provided with an air-brake device, such as theWell-known-WVestinghouse system. Thefront of the train is provided witha pilot-car, which contains suitable reservoirs for containing air underdifferent pressures, a suitable aircompressor, and valve devices forcontrolling the degree of pressure supplied to the compressedair pipesleading throughout the length of the train. The pilot-car is alsoprovided with electric motors to propel it, which motors may be directlycontrolled by a seriesmultiple hand-controller or switch,which also, bymeans of suitable electrical devices, regulates the simultaneous controlof all of the controlling-switches on the various cars making up thetrain. The apparatus is so operated that the air-pressure is caused toact as the motive power for moving the various controllers on theseveral cars, while the operation of said power is governed by asuitable electric circuit and an electric device upon each car,preferably in parallel. -When the air is supplied through the pipes ofthe train at a pressure above, say, fifty pounds, the controllers may beoperated and the air-brakes will be off, as is well known, since theycan only be put on by a release of the pressure in the airpipes. Whenthe pressure is reduced below fifty pounds, the air-brake apparatus maybe charged, as this pressure will not be sufficient to move thecontrollers against suitable resistance, such as springs. If theair-pressure is wholly released, as in any ordinary airbrake system, thespeed-controller will have been cut out of circuit and the air-brakesapplied. Simultaneously with this action the motors will be coupled upby a second switch on each car, so as to cause them to act asgenerators, the field-magnets being supplied with current from the lineand the armature being short-circuited through a resistance, thusassisting in bringing the train to a full stop. The operation of thisbraking-switch only comes into play when the air-pressure is whollyliberated and when it is desired to bring the train to a full stopquickly. If the air is allowed to escape slowly from the pipes, as isthe case in applying the air-brake slowly, the motors are cut out ofcircuit and do not perform any electric braking action, so that thetrain may have its speed governed both in propelling itself and inarresting its motion with the greatest nicety.

My invention com prehends, broadly, the combination of an ordinaryair-braking sys tem with a train of cars in which the control lingdevices on each car are operated by airpressure and their operationcontrolled from the front of the train and also the method of operationproduced with the employment of such devices. It further comprehendsnumerous details of construction, all of which will be more fullyunderstood by reference to the accompanying drawings, in which- Figure 1is a sectional elevation of a railway-train in diagram form,illustrating my invention. Fig. 2 is an end elevation of a portion ofone of the speed-controllers. Fig. 3 is an end elevation of one of thebraking-controllers. Fig. 4: is an elevation of the reversingswitch oneach car. Fig. 5 is a sectional elevation of one of the automatic valvesfor controlling the passage of air in the pipes. Fig. 6 is a diagramillustrating the braking-controller and its electrical connections withthe motors and resistances. Fig. 7 is an elevation of thehand-controller on the pilot-car. 8 and 9 are diagrams illustrating theseries and multiple arrangement of the motor-circuits on the the cars,and Fig. 10 is a similar diagram illustrating the braking connections ofthe motors on each of the cars.

A is the pilotcar, and would correspond in position to the locomotive ofan ordinary steam-train and may be provided with the usual track-cleareror cow-catcher. This pilot-car may be simply intended to contain thecontrolling and braking devices shown or may also be formed as thebaggage-car.

13 represents one of the passenger-coaches, of which there may be anynumber to constitute the train.

On each of the cars A and B, I have shown two motors R R; but it isself-evident that there may be any number of these motors, the onlyprovision necessary being that the con trolling-switches G and T shownbe properly designed to suit the particular number of motors employed oneach car. G on each of the cars B represents the ordinary seriesmultiplecontroller, which by means of circuits r throws the motors in series orparallel. The current is supplied to the train by means of trolleys orany suitable current-collecting ceases devices I, making a travelingconnection with the trolley or working conductor D. iihere collectingdevices are not upon each car, the current may be fed from the trolley Iof the pilot-car by a suitable electric circuit (5, con necting all ofthe controllers in parallel.

D are the rails, and act as the return-eonductor. If desired, thewell-known thirdrail system may be employed as the means of conveyingcurrent to the train, or the source of supply maybe batteries carried onor mov ing with the train, as well known and also pointed out in mypatent of 1888, hereinbefore referred to. The particular source ofelectric energy is in'nnaterial to my invention.

K is a lVestinghouse air-brake system. on the car B and operates in thewellknown manner upon a friction lnakc it, (imlicated in dotted lines.)The air supplied to the brak ing apparatus K passes through theair-pipes II, arranged on the under side of the ear-bod y and providedat each end with valve couplings 72 which closeihe ends of the pipes,or:- cepting where two pipes of adjacent cars are connected together, inwhich case the valves are maintained open for the free passagi's of air,as is well known.

The pilot-car is provided with an electric air-compressor E ofanysuitable construction, which is operated by current leading from thetrolley by a circuit '2' and put into or out oi operation by anysuitable switch or c ntrolling device 6. It is evident that the operatorneed pay no attention to it during the running of the train.

F is a reservoir adapted to contain, for example, air at sixty poundspressure and is carried upon the pilotear in any suitable manner. F is asecond tank or reservoir adapted to contain air at a pressure ofapproximately fifty pounds to the square inch. These two tanks F F areconnected with the air-cinnpressor E by pipes O. lnterposml between theair-compressor and the tank F is a regulating-valve j, the interiorconstruction oi which is shown in Fig. The object ol this valve fis toclose oil the connection of the compressor E with the tank 11" once itsmaximum pressure otiifty pounds is reached. The air passes from thecomprcssm' through a valve F thence by a pipe l to the chamlmr above thediaphragm l which carries the valve P and finally emerges into the pipebeyond the said chamber i. A spring 1') normally holds the valve 1 open."it"hen the air-pressure in the chamber l. and also the tank F reaches:[ifty pouni's, it overcomes the spring 1) and closes the valve l? uponits seat. lVhen this is accomplished, the additional air from thecompressor it passes to the other tank F until itreaches sixty pounds,which pressure, by any suitable automatic devices, (not show.n,) mayautomatically stop the air-compressor without the necessity oi? theoperator opening or closing the circuit.

The tank F connects by the usual wellknown pipes through a valve i withthe air-- pipes H of the train. The valve J is so arranged that the airmay be delivered from the tank F to the pipes H or the pressure in thepipes Il may be exhausted into the atmosphere, as is well known in theWVestinghouse braking system. The valve-J differs from the usualWestinghouse air-brake in that it has provision of an additional partconnecting with the pipe leading from the tank F, so that air underpressure of either the tanks F or F may be supplied to the pipes H atwill. To make the further description readily understood, I will say atthis time that by turning the valve J to release the pressure in thepipes H the air-brake K is applied. By turning the valve J to connectthe tank F with the pipes 11 the air-braking device is again set, and byturning the valve J to connect the tank F with the pipes H theelectrical controlling devices are adapted to be operated and theairbrake kept out of action. In addition to these broad explanations itis to be kept in mind that when an electrical braking action is also tobe had the complete liberation of the airpressure from the pipes llcauses the electric brake to be applied simultaneously with theapplication of the air-brake.

O is an ordinary series-multipie-controller switch on the pilot-car,provided with the handle G for controlling the current to the motors R Rby the circuits 7". The barrel of this switch is provided with acontact-wheel I), (see Fig. 2,) which is connected in any suitablemanner with the trolley-circuit or source of energy. It makes aninterrupted contact, as is self-evident, with a circuit on, extendingthe whole length of the train and connected at the ends of each of thecars by means of suitable electrical couplings m. This circuit onsupplies current to the electromagnetsN L on each of the cars, the saidelectromagnets on each car being preferably inseries, but in parallelwith the corresponding magnets on the other cars. This, however, is aminor detail, and so far as my invention broadly is concerned theelectromagnets of the various cars may all be connected in se ries. Theobjection to this, however, is that the trains may be made ofWidely-differing number of cars, and hence difficulty of con trollingthe resistance of the circuit is apparent and would necessitateadditional regulating devices on the pilot-car. It is important tosimplify as far as possible the devices which the motorman or operatoris required to handle in making up and controlling a train, and for thatreason I prefer to connect the electromagnets L N in series on each carand connect the electromagnets of the several cars in parallel.

The controller G may be the ordinary seriesmultiple controller forcoupling the motors in series or parallel or may be an ordinaryvrheostat or any other device adapted to 0011- trol the current flowingfrom a source of energy through the motors on the car. There is one ofthese controllers G to each one of the cars B, and they are combinedwith automatic devices to move them, the said movement being preferablythe rotation of a barrel-switch. Referring more specifically to theconstruction herein shown, the switch-barrel (indicated in dotted linesin Fig. 2) is provided on itsend with a ratchet-Wheel G and a pin ion G.Meshing with the pinion G is a rack g, which is moved in one directionby a pneumatic cylinder and piston G, connected directly with thecompressed-air pipe 11, extending throughout the length of the train andhereinbefore referred to. The piston of this device is moved under thepressure of the air when the same is in excess of a definite amount,such as fifty pounds, and is adapted to overcome the resistance of aspring G or other device opposing the movement of the piston. To operatethis pneumatic device G, it is necessary to turn the valve J on thepilot-car, so as to put the tank F, containing air at sixty poundsfpressure, into communication with the pipes H. When this is done, theair-brake system still maintains its nor-' mal condition; but thepneumatic piston and cylinders G may be operated. The tendency of thispneumatic device is to rotate the barrel of the switch G, so as toregulate the current supplied to the motors, by first turning thecurrent on, then coupling the motors in series and finally in parallel,with or without the use of the interposed resistances, as is Well knownin the commercial series con troller.

The possible movement of the cylinder of the controller is governed byan electrical devic'e found in the electromagnet L, moving anescapement-pawl L in one direction and a spring Z moving it in theopposite direction. It will be seen that by sending impulses over theelectric conductors m under the manipulation of the controller C on thepilot-car (which causes the interrupter I) to be rotated) theelectromagnets L throughout the train will be energized intermittently,causing thereby an oscillation of the escapement-pawls L. This willpermit the passage of two teeth of the ratchet wheel G with acorresponding portion of a revolution of the switch-barrel. Thepneumatic device G through the gearing g G during the regulation orrunning of the train constantly tends to turn the barrel of thecontroller, and this tendency is governed by manipulation of theelectromagnetic escapement. In this manner all of the controllers on theentire train are pneumatically operated and are electrically controlledunder the operation of the controller 0 on the pilot-car. In theparticular construction shown, however, the pneumatic device onlyoperates to increase the speed from nothing to its maximum, and when itis desired to reduce the speed it is necessary to reduce the pressure inthe pipe 11 by throwing it in communication with the tank F, and thusbringing it to fifty pounds per square inch, or whatever this specialpressure may be, in which case the spring G quickly returns thecontroller to the off position. The valve J is again thrown, so as toput the tanks F in communication with the pipe ll, and the controller 0operated as before. It is thus evident that the controller in coming toany degree of regulation for increasing speed operates by a progressivemovement of the drum or barrel alone, while fora degree of speed it isfirst brought to the off position. and then thrown onto the position forthe desired lower speed. It is selfcvidont that this same method ofregulation would apply to any type of controller other than theseriesmultiple method of control.

As it is well known with the ainbrake device K in common use that thebrake may be applied gently by a slight reduction in pressure of pipeII, it becomes advisable to provide means which will permit a decidedvariation in the pressure for operating the controller device withoutpermitting the application of the brake to any degree. To secure theseresults, I interpose an automatic diaphragm-valve 7tbetween the pipe Ifand the triple valve of the lVestinghouse air-brake apparatus. Thisvalve 7; is of the same construction as f on the pilotcar and is shownmore clearly in Fig. 5. It is so adjusted that with any pressure on thebrake side above fifty pounds (the maximum pressure the brake is tooperate with) the valve 1? is kept closed, and consequently the pipe llmay contain a pressure from lift-y to sixty pounds per square inch atthe time when the air-reservoir of the brake apparatus contains air atfifty pounds pressure. If the air-brake device is to be applied, thepressure in the pipe II is lowered by the valve J to a pressure belowfifty pounds, according to the degree the brake is to be applied, andany reduction below fifty pounds will permit the air to escape in thereverse direction to the arrows in Fig. 5 and through the check-valve P.In this manner the airbrake is kept out of operation during the entiremanipulation of the controller G for regulating the speed of the trainand may be thrown into operation and operated as is now customary afterthe electric controller G is cutout of circuit.

It is advisable to provide the cars of the train with suitablereversing-switches, so as to enable the train to be run backward whendesired, and these switches should all be operated from the pilot-car.While they might be purely electrical switches made in any suitablemanner, I prefer to employ the same principle of electromagnetic devicesfor opcrating them.

N is a suitable rcversingswitch for the armature-circuits of the severalmotors on the cars B and maybe moved in one direction by anelectromagnet N in the circuit on, hereinbefore referred to, and in theother direction by a spring a. This eloctromagnet N, as before stated,is preferably in series with the electromagnet l1 to maintain a uniformresistance .in the circuit m on each car, but it may be, if desired, inparallel. with the electromagnet ll, will be self-evident to anyelectrician. The switch is provided with. two notches n, into which abolt N projects, Fig. 4:, to lock the switch in either of its twoextreme positions. It is evident that when so located no impulses sentthrough the ciicuit m to operate the magnet L can affect thereversing-switch. Of course it is evident that an extra electric circuitmight be cmployed for operating the reversing-switch separatelyfrom theelcctromagnet ll, but that meansadditional duplication, which it is mydesire to avoid. The bolt hi is operated by a piston in a pneumaticcylinder 1Y being moved in one direction by the pressure of air in thecylinder and in the other direction by a spring N. The cylinder N isconnected with the air-pipe ll on the car. It is now evident that ifthere is any pressure in the air-pipe ll suflicient to compress thespring N the bolt N will be moved to lock the rcversing-switch. its thespring N" is very weak, it is only necessary to have a pound or twopressure in the cylinder N to operate the bolt. From this it will beevident that whenever the controller G is in action the rcvcrsing-switchcould never be reversed. Neither could it be reversed in the usual ornormal operations of the air-brake device. The pipe ll has to bepractically exhausted of pressure to manipulate the reversiiig-switch.This is correct, as will readily be seen, for the reversing-switchshould. be operated when no electric current is on the motors andshould, therefore, be at a time when the electric controller G is out ofaction. These switches may be set when the train is in the station or onthe road after the air-brake has been fully put on either to bring thetrain. to a full stop or testing it before leaving the station. To sendthe impulses over the circuit m to manipulate the electromagneticrevowing-switches, the controller 0 is p rovidcd with the ordinaryrevcrsingswitch C for the motors on the pi lo l;- car, and which switchis furnished with a contact 0, (shown in Fig. 7,) which energizes theelectromagnets N to shift the switch N to correspond to the movements ofthe handswitch C of the controller U on the pilot-car. It is thus seenthat the electric controller 0 of the pilotcar. is in effect theelectric controller of the whole train.

As the meters on the cars are series motors and necessitate the reversalof armature or licld currents to reverse the motors, there will be apossibility of the cars making up a train being put together so that theoperation of the electromagnetic switch might tend to primarily causethe meters of one car to rotate in the wrong direction. To obviate this,I provide each of the cars ll with an additional hand reversing-switchE], Fig. 4;, in series with the electric pneumatic reversing-switoh. Bythe employment of these hand-switches the motorman may quickly p. ssalong the entire IIO 7 act as braking-dynamos.

train, and by properly throwing these handswitches Z it is possiblethereafter to secure the electropneumatie switehes'to operate toproperly cause all of the motors of the entire train to propel the trainforward or backward as a unit. After once making up a train and settingsuch switches Z as may require to be moved there will be no furtheroccasion to pay any attention to them.

In controlling the train to either quickly stop it or to bringit to afull stop quickly after slowing down in approaching a station I mayemploy, in conjunction-with or independent of the air-brake, anelectromagnetic brake by causing the'motors on the several cars to Iwill now describe 110w this'result is secured. A braking barrel-switch Tis maintained in electric circuit by the action of a spring T, Fig. 3,and out of electric circuit by the action of a pneumatic piston andcylinder T, in connection with the air-pipe H of the car. The movablepiston of this pneumatic device operates on aerankpin t of thebrake-switch T and throws it over into the relative position shown inFig. 6- that is to say, its contacts do not touch the terminals of thecircuits which connect, respectively, with the collector I, thefield-magnets R. of the motors, the armatures R of the motors, theground-circuit U, and the local resistance R This braking-switch,therefore, is kept out of action until the pressure of the pipes H is sofar reduced that the spring T may come into play to move the switch T.In practice' I prefer this to be at a pressure which fully applies theair-brakes when they are used. If .the airbrake device K is not to beemployed in connection with my employment's, then any pressure belowthat which is necessary to operate the controller-switch G may beemployed. The object of this is to permit the brakingswiteh T to bethrown into'action and coupled with the motor-circuits when thecontrollerswitch G is out of action and at a time when the motors areout of circuit with the line conductors or source of energy. Thecircuits leading from the contacts in the brake-switch T to the motorsand trolley are indicated by the cable T, Fig. 1. with the contacts inthe controller-switch G, as will be readily understood by any onefamiliar with railway-controllers. By causing the switch T to be movedit will be evident that the current from the trolley will be caused topass through the field-magnets R of the motors in series and then to theground, if

desired, through a resistance U, Fig. 6. The armature of the motors willthen be short-circuited and preferably thrown in parallel and thecurrents generated therein caused to flow through resistances Riwhiehmay be the usual resistances employedin connection with theseries-multiple controller G. The effect of this condition would be toapply a strong brake action upon each axle to which a motor is geared,and thereby quickly bring the train They are connected to a full stopwhere the air-brake might have been insufficient. As the motors areseries motors it is only necessary to short-circuit the armatures toconvert them into dynamos; but it is preferable to reverse the fields tochange the lead, and I have shown this in Fig. 6, the result beingsecured by crossing the terminal connection, as will be readilyunderstood. hen the motors are coupled up in series for propelling thetrain slowly, they are as shown in Fig. 8, and when coupled in parallelfor running at full speed they are as shown in Fig. 9. I have not shownthe usual resistances which are thrown in and out of circuit with thesetwo combinations beyond the indication of such resistances as R I havenot, however, shown their connection with the controller G on account ofneedlessly complicating the drawings. YVhen the motors are thrown intoconnection for braking the train, the circuits are as indicated in Fig.10.

While I have shown my entire system of regulation in connection with theWVestinghouse air-brake system and pointed out its intimate correlationto that system with regard to controlling the train, it is to be kept inmind that I do not confine myself to the use in connectionwith myimprovements of an air-braking system, as my invention may be employedwith or without the usual or customary airbrake. It is, however,apparent that if the air-brake is not to be employed my apparatus forcontrolling and braking the train electrically may be operated onmaterially lower pressures than those given for the tanks F F, the highpressure mentioned being necessary on account of the use of theair-brake. It is also evident that the hand reversingswitch Z may bearranged in the field-circuit, while the main reversingswiteh N operateson the armaturecircuit, or vice versa, since it is immaterial whichelement of the motors is reversed in coupling up the train where it isnecessary to reverse the action of the motors-of one or more of thecars.

I would also point out that while I prefer to employ the two reservoirsF and F, containing air under different pressures, it will be understoodthat it is not necessary for the operation of my invention, as I mayemploy only one tank or reservoir carrying the maximum pressure or thatnecessary for I the operation of the. fluid-pressure device foroperating the electric controller G. Under this condition the air in thepipes H before starting the train is less than that necessary to movethe controller, but may be sufficient, if desired, to prevent theapplication of the air-brake. So long as the pressure does not fallbelow that necessary to operate the triple valve of the brake 6 cease-:1

but not to apply the brake, and this may be operated by the samevalve 1. Such a redueing-valve may be made, like any ordinarysafety-valve, with weight or spring and may be located as indicated indot-ted lines at .l in Fig. 1.

I wish it to be also understood that while my invention is especiallyintended for elec tric railways it is also applicable to elevators,cranes, boats, and in fact any vehicle for con veyance of passengers ormerchandise; also, that while I have shown my invention as receivingelectricity from a line conductor and moving collector the source ofenergy may be storage batteries carried on or moving with the vehicle.It is further to be understood that the air-brake may be of any otherconstruction of air-brake than the iVestinghouse system, if so desired.

The details of construction may be largely varied or modified withoutdeparting from the essential principles of my invention.

lVhat I claim as new, and desire to secure by Letters Patent, is

l. In an electric railway, the combination of a pilotcar andaselt-propelled railway-car adapted to be operated as a train, acontroller on the self-propelled railway-car to govern the speed of theelectric motors thereon,afl uidpressure device for operating thecontroller, an electromagnetic device for governing the operation of thecontroller, and an electric circuit leading from the electromagneticdevice to the pilot-car for governing the operation of the saidelectromagnetic device from a distance.

2. In an electric railway, the combination of a pilot-ear and aself-propelled railway-car adapted to be operated as a train, a controller on the self-propelled railway-car to govern the speed of itselectric motors, a fluid-pressure device for operating the controller,an electromagnetic device for governing the operation of the controller,an electric circuit leading from the electromagnetic device to thepilot-car for governing the operation of said electromagnetic devicefrom a distance, one or more electric motors to propel the pilotcar, ahand-regulator to regulate the speed of the meters of the pilot-car, andconnecting devices between the hand-controller and the aforesaidelectric circuit leading from the electromagnetic device whereby thedistant controller is caused to move in accordance with the action ofthe hand-controller on the pilot-car.

3. In an electric railway, the combination of a pilot-car and aself-propelled railway-car adapted to be operated as a train, acontroller on the self-propelled railway-car to govern the speed of itselectric motors, a fluid-pressure device for operating the controller,an electromagnetic device for governing the operationof the controller,an electric circuit leading from the electromagnetic device to thepilot-car for governing the operation of said electromagnetic devicefrom a distance,

de'viceson the pilot-car i'or supplying the iluid under pressure, andconnecti rig-pipes lez'iding from the said devices to the lluid-prosrmredevice for actuating the controller oi. the sell?- propelled car.

i. In an electric railway, the combimition of a pilot-car and a sel lT-prepelled railway-car adapted to be operated as a train, a controller onthe selt propelled rail nay-car to govern the speed of its electricmotors, a ll nid-pressure device for operating the controller, anelectromagnetic device for governing the operation of the controller, anelectric circuit leading from the electromagnetic device to thepilot-car for governing the operation of said electromagnetic devicefrom a distance, devices on the pilot-ear to r m l pplyi ng the it u i dunder pressure,connecting-pipes loading from the said devices to theiluii'lqn'essnre device for actuating the controller oi? the i-ieltpropolled car, and means also on, the diot-car for varyingtheiluid-pressure supplied to the said fluid-pressure devices on thesell-propclled car.

5. The combination oi two cars,one of which is provided with electricmotors to propel it and an air-brake device to arrest its momentum andthe other of which cars is provided with means to compress and store airunder pressure, an electric controlling device to control the currentsuppliiiid to the motors, a pneumatic device for operating said controller under a different pressure than that rei ruired to operate thebrake, ail-pipes leading from the compressing and storing devices on onecar to the pneumatic devices and brake devices of the other car, andmeans .l'or controlling the pressure of air in the pipe leading to thepneumatic devices for operating the controller and brake devices wherebyeither may be put into action at dill'ercnt times.

0. The combination of a main car provided with air-brake devices andelectric motors to propel it, a brakingcontroller for converting themotors into blitlilllgdlyliitlllllfd, pneumatic devices for operatingthe brahiiig-emrtniller, a pilot-car, devices for compr thing andstoring air under pressure on the pilot-car, airpipes leading from thedevices for storing the air on the pilot-car to the pneumatic devices ofthe electric-brake controller and the airbrake, and means on thepilot-carter governing the pressure oi the air supplied to the main carwhereby the electric bra iii) and al rbrake may be operated andcontrolled from the front of the train.

'7. The combination oi a main ear provided with air-brake devices andelectric motors to propel it, a braliing-eontroller for converting themotors into l)ltlililtfidlyllitiilihfi, pneumatic devices for operatingthe ln'ahing-eontroller adapted to operate when the prrmsnre has beenreduced below that necefi ary to apply the air-brake, a pilot-ear,devices for compressing and storing air under pressure on the pilot-ear,air-pipes leading from the devices for storing the air on the pilot-ento the pneumatic devices of the electric-brake controller and air-brake,and means on the pilot-car for governing the pressure of the airsupplied to the main car whereby the electric brake and air-brake maybeoperated and controlled independently or simultaneously from the frontof the train.

8. The combination of a car or vehicle, one or more electric motors topropel the car or vehicle, a speed-controller for varying the speed ofthe motors, an air-brake apparatus for arresting the momentum of the earor vehicle, a pneumatic device for operating the controller under apressure in excess of that necessary for the air-brake, a common sourceof air-supply, and means to vary the pressure of the air-supply wherebythe motors are cut out of operation as propelling-motors when theair-brake is applied.

9. The combination of a car or vehicle, one or more electric motors topropel it, a speedcontroller for varying the speed of the motors, anair-brake apparatus for arresting the momentum of the car or vehicle, apneumatic device for operating the controller under a pressure in excessof that necessary for the air-brake, a common source of air-supplywhereby the motors are cut out of operation as propelling-motors whenthe air-brake is applied, and automatic Valve devices for limiting themaximum pressure of air capable of acting on the air-brake apparatuswhereby all pressures in excess of that necessary for the air-brakealone are employed for operating the electric controller.

10. The combination of acar or vehicle, one or more electric motors topropel the car or vehicle, a speed-controller for varying the speed ofthe motors, an air-brake apparatus for arresting the momentum of the caror vehicle, a pneumatic device for operating the controller under apressure in excess of that necessary for the air-brake, a common sourceof air-supply whereby the motors are cut out of operation aspropelling-motors when the air-brake is applied, a braking electriccontroller for transforming the electric motors into braking-dynamos toretard or arrest the momentum of the car or vehicle, and pneumaticdevices for governing the operation of the electric braking-controllerunder a pressure less than that necessary to apply the airbrake wherebythe electric braking action may come into play after the car or vehiclehas been partly slowed down.

11. In a car or vehicle, the combination of one or more electric motorsto propel it, a speed-controller for governing the speed of the motors,a braking-controller for transforming the motors into braking-dynamos,independent fluid-pressure devices for governing the operation of thespeed and braking controllers respectively under different pressureswhereby the speed-controller may be cut out of action when thebraking-controller is in action and vice versa, and means for varyingthe pressure of the fluid upon the independent fluid-pressure devices.

12. In a car or vehicle, the combination of "one or more motors topropel the car or vehicle, an electric speed-controller governing thespeed of the motors, a reversing-switch for reversing one of theelements of the motors to change the direction of travel of the car orvehicle, a pneumatic device for operatin g the speedcontroller, anelectromagnetic device for controlling the operation of thespeed-controller, an electromagnetic device for operating the reversingswitch, and a pneumatic device for locking the reversingswitch in eitherof its positions.

13. In a car or vehicle, the combination of one or more motors to propelthe car or vehicle, an electric speed-controller governing the speed ofthe motors, a reversing-switch for reversing one of the elements of themotors to change the direction of travel of the car or vehicle, apneumatic device for operating the speed-controller, an electromagneticdevice for controlling the operation of the speed-controller, anelectromagnetic device for operating the reversing-switch, a pneumaticdevice for locking the reversing-switch in either of its positions, asourcev of pneumatic pressure common to both of the pneumatic devices,and means to vary the pressure of the fluid within the said deviceswhereby the reversing switch is locked against movement excepting whenthe speed controller is out of operation.

14. In a car or vehicle, the combination of one or more motors to propelthe car or vehicle, an electric speed-controller governing the speed ofthe motors, a reversing-switch for reversing one of the elements of themotors to change the direction of travel of the car or vehicle, apneumatic device for operating the speed-controller, an electromagneticdevice for controlling the operation of the speed-controller, anelectromagnetic device for operating the reversing-switch, a pneumaticdevice for locking the reversing-switch in either of its positions, asource of pneumatic pressure common to both of the pneumatic devices,means to vary thepressure of the fluid Within the said devices wherebythe reversing-switch is locked against movement excepting when thespeed-controller is out of operation, and an electric circuit common tothe electromagnetic device for controlling the of the train may berelieved to any degree, electric motors to propel the train, andregulating devices for controlling the operation of the electric motorsoperated by the fluid-" pressures controlled. on the pilot-car.

It). In a pilot-car for trainwork, the combination of two tanks adaptedto contain a fluid under different pressures, a compressor to supply airto both tanks, pipes leading from both tanks to a pipe-coupling at theend of the car, valve devices to connect either one of the tanks or theatmosphere with the pipe terminating in said coupling whereby differentpressures may be supplied to the train or the pressure in the pipes ofthe train may be relieved to any degree, an electric circuit carried onthe pilot-car and terminating at the rear in an electric couplingwhereby electric connection may be made with circuits on the cars of thetrain, an d a hand-controlled switch for governing the current suppliedto said circuit.

17. In a pilot car for trainwork, the combination of two tanks adaptedto contain a fluid under different pressures, a compressor to supply airto both tanks, pipes leading from both tanks to a pipe-coupling at theend of the car, and valve devices to connect either one of the tanks orthe atmosphere with the pipe terminating in said coupling wherebydill'erent pressures may be supplied to the train or the pressure in thepipes of the train may be relieved to any degree, an electric circuitcarried on the pilot-car and terminating at the rear in an electriccoupling whereby electric connection maybe made with cir cuits on thecars of the train, a hand-controlled switch for governing the currentsupplied to said circuit, one or more cars supplied with electricmotors, pneumatically-actuated controlling and air-brake devices, andmeans on said cars receiving supply of air and electric current from thepipes and circuits on the pilot-car for governing the operation of themotors and air-brakes on the cars.

18. In a pilot-car for trainwork, the combination of two tanks adaptedto contain a fluid under different pressures, a compressor to supply airto both tanks, vipesleading from both tanks to a pipe-coupling at theend of the car, and valve devices to connect either one of the tanks orthe atmosphere with the pipe terminating in said coupling wherebydil't'erent pressures may be supplied to the train or the pressure inthe pipes of the train may be relieved to any degree, and an automaticpressure-valve interposed between the compresser and the tank to containthe lower pressure whereby communication with the reservoir isautomatically shut off when its pressure reaches a maximum.

19. In a car or vehicle, the combination of one or more electric motorsto propel the car or vehicle, a speed-controller to govern the speed ofthe motors, an independent brakingeontroller for transforming the motorsinto braking-dyuames by changing their electrical connection, andconnecting means common to both controllers adapted to operate the saidcontrollers alternately to put either into action but only at differenttimes.

20. In a car or vehicle, the combination of one or more electric motorsto propel the car, a speed-controller to govern the speed of the motors,an independent braking-eontrolhn for transforming the motors intohraking-dynames by changing their electrical eenneir tions, andconnecting means common to both controllers adapted to operate the saidcontrollcrs alteriilately to put either into action but not both intoaction at the same time and also to permit both to be out of action atone time.

21. The combination in a carer vehicle, of one or more electriclllOtOl'S to propel the ear or vehicle, a controller to govern the speedof the motors, an automatic reversirig-switch to reverse one of theelements of the meters, and an independent hand reversingswiteli tomodify the action of the automatic reversing-switch to compensate forcases where the car or vehicle has been turned end forend in making upthe train.

In a car or vehicle, the combination oi. one or more motors to propel.the car or vehicle, means to govern the speed of the motors, a mainreversing-switeh for reversing one of the elements of each of themotors, means under the control. of the operator at a distance tooperate the reversirig-switch, and an independent reversing-switch whichmay be set in either of its extreme positions and unaeted upon by themain reversingswiteh or its operating devices.

23. In an electrically-1';repelled train, the combination of two or morecars each providcd with one or more motors, means to si' multaneouslyreverse oneof the elements of all of the motors on the train from thefront of the train, and an independent currentne versing switch on eachof the cars for reversing the polarity of one of the elomen ts of themotors so that the polarity in the meters of any car may be changed orset upon making up the train to insure all of the motors prepelling allof the cars in their proper direction under the control of the mainreversing switches.

2t. In a car or vehicle, the combination of one or more motors to propelthe car or vehicle, means to govern the speed of the meters, areversing-switch for reversing one of the elements of each of themotors, a highpressure pneumatic device for operating the means forgoverning the speed of the motors, a low-pressure pneumatic device forpermitting the reversing-switch to be operated for reversing the motors,and means under the control of the operator for alternatol y operatingthe pneumatic devices for governing the speed of or reversing themeters.

25. In a car or vehicle, the combination oi. one or more motors topropel the car or ve hiele, means to govern the speed of the mo- IIOtors, a reversing-switch for reversing one of the elements of each ofthe motors, a highpressure pneumatic device for operating the" means forgoverning the speed of the motors, a low-pressure pneumatic device forpermitting the reversing-switch to be operated for reversing the motors,and means under the control of'the operator for alternately operatingthe pneumatic devices for governing the speed of or reversing the motorsconsisting of an air-pipe, a source of compressed air of maximumpressure for operating the pneumatic device of means for governing thespeed a pneumatic device for operating the speedcontroller of the motorswhen the pressure is greater than that necessary for the normaloperation of the air-brake, a source of maximum air-pressure, anair-pipe leading from the source of maximum air-pressure to thepneumatic devices for the controller and also the air-brake devices, andmeans under the control of the operator for permitting air to flow tothe air-pipe under a pressure greater than that necessary for theair-brake or to permit the air to escape from the air-pipe to relieve itfrom pressure to any point below a maximum pressure, and suitable meansto limit the reduction of pressure to that which would throw thecontroller out of action but insufficient to put the brakes into action.

In testimony of which invention I hereunto set my hand.

R. M. HUNTER.

Witnesses: 7

WM; L. EVANS, J. W. KENWORTHY.

